System, apparatus and method for preparing materials transported in open top conveyance

ABSTRACT

A system for profiling particulate material in an open top conveyance comprises a profiling structure supported above the open top conveyance and engaging the particulate matter in the open top conveyance as the open top conveyance moves in a forward direction therebelow so that the particulate matter forward of the profiling structure is given a generally uniform profile in at least a longitudinal middle portion of the open top conveyance. The open top conveyance normally is one of a sequential train of gondola cars moving on a pair of rails extending under the profiling structure, and the particulate material typically is or comprises coal.

CROSS-REFERENCE TO RELATED PATENT APPLICATION

This application is a continuation of U.S. patent application Ser. No.14/149,382, filed Jan. 7, 2014, which is a continuation of InternationalApplication No. PCT/US2012/029846, filed Mar. 20, 2012, which claims thebenefit of and priority to U.S. Provisional Patent Application No.61/505,993, filed Jul. 8, 2011, which are incorporated herein byreference in their entireties.

FIELD OF THE INVENTION

The present invention relates generally to the field of transport ofparticulate materials such as coal or gravel. The present inventionrelates specifically to the processes and methods of transportingparticle materials such as coal in open-top gondola railway cars.

BACKGROUND OF THE INVENTION

Some problems in the area of conveyance of particulate materials wereidentified in International Application No. PCT/US2009/006733, publishedon Jul. 8, 2010 as International Publication No. WO/2010/077348. Thatpublication is herein incorporated by reference, and the disclosure ofthat publication is deemed to be combined with the disclosure of thepresent specification.

Particulate materials such as coal are often transported in open topconveyances, usually railway gondola cars. The material is dumpedsomewhat indiscriminately into these cars to fill them by hoppers orother large-volume low-accuracy supply mechanisms, with the result thatthe material is piled somewhat loosely in the gondola car in a humpedpile, high in some places, and not present in other void areas in thecar.

The humped pile has a number of drawbacks. For one, it positions theparticulate material such that air passing over the pile more readilycarries away lighter particles and dust, resulting in waste and localdeposition of large amounts of undesirable dust etc. Also, some space inthe car is wasted by the lack of complete distribution of the materialin the interior of the car.

Another problem relates to methods adopted to prevent dust from blowingaway from the material in the gondola car. WO/2010/077348 shows a systemand a method for compacting materials in an open top conveyance. Thiscompaction is beneficial to prevent fly away of dust or smallparticulate material. Where the material is loaded in a high humped pilein the railway car, though, it may produce a problem, in that humpedpile of material in the gondola car may be so disproportionately locatedin the car that compaction is difficult, and the amount of material thathas to be moved to be compacted may strain the apparatus.

SUMMARY OF THE INVENTION

It is accordingly an object of the present invention to provide a systemand method of organizing the contour of the upper surface of particulatematerial in a gondola car from an original possibly very irregularloaded pile. The shaping of this pile of particulate material isbeneficial for aerodynamic purposes and also for subsequent compactingwhen used in combination with a compacting system such asWO/2010/077348.

According to an aspect of the invention, a system for profilingparticulate material in an open top conveyance comprises a profilingstructure supported above the open top conveyance and engaging theparticulate matter in the open top conveyance as the open top conveyancemoves in a forward direction therebelow so that the particulate matterforward of the profiling structure is given a generally uniform profilein at least a longitudinal middle portion of the open top conveyance.

The open top conveyance normally is one of a sequential train of gondolacars moving on a pair of rails extending under the profiling structure,and the particulate material typically is or comprises coal.

According to another aspect of the invention, a method of profilingparticulate material in a train is provided. The method comprisesproviding a profiling structure supported for reciprocal movement in avertical direction above a pair of rails. The train is moved along onthe pair of rails so that the cars pass under said profiling structure.The profiling structure is elevated to a height adequate to provideclearance for a forward end wall of one of the cars to pass thereunder.The profiling structure is lowered so as to engage the particulatematerial in the car rearward of the forward end wall, and theparticulate material in the car is profiled. The profiling structure iselevated to a height sufficient to provide clearance for a rear end wallof the car.

According to an aspect of the invention, a compaction system is alsoprovided supported above the rails and forward of the profilingstructure, and, after profiling, the particulate material in the car iscompacted with vibration and downward force applied thereto.

According to an embodiment herein, the profiling structure includes aplow structure comprising a rearwardly concave plow wall with aplurality of vertical wall facets angulated with respect to each other,and a reinforcement structure affixed to a rearward surface of the plowwall. The plow wall has a downwardly disposed recess therein thatdefines a profile shape imparted to the particulate material. Thatprofile shape has a horizontal center surface and lateral obliquelydownwardly extending side surfaces. A cross beam supports the plowstructure, and it is movingly supported on and extends laterallyrearward of a pair of pillars each positioned laterally outward of arespective side of the rails.

Preferably, the method is controlled by a computer system thatadministers the vertical positioning of the profiling structure andsenses the approach of the individual railway cars of a train beingprofiled.

The nature of the sculpting or correction of the contour of particulatematter is accomplished using a profiling structure that is movablysupported so as to be elevated or lowered onto the top of a gondola car.The profiling structure includes a part analogous to a plow that movesmaterial in the car as the car rolls under the profiling structure whenit is lowered thereon, with the result that the particulate material inthe car is given a profile that is more aerodynamic and sheltered fromthe passing air than the original humped pile, and, when used with acompacting system, provides the material positioned for optimalcompaction.

The profiling plow structure is supported for reciprocating verticalmovement controlled by railway car sensors and a computer system thatcontrols its deployment, elevating the plow structure to clear the wallsof the railroad car or other obstructions, or other locomotive orrailway car dimensions.

Other objects and advantages of the invention will become apparent fromthe present description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an elevational view of a profiling structure according to theinvention over a railroad car.

FIG. 2 is a detailed elevational view of the interaction of theprofiling structure of FIG. 1 with the material in the railway car whenlowered onto the upper surface of the railroad car.

FIG. 3 is a plan view of the profiling structure of FIG. 1.

FIG. 4 is a side view of the profiling structure.

FIG. 5 is a plan view of the plow structure of the profiling structureof FIG. 1.

FIG. 6 is a view of the front particulate material engagement plate ofthe plow structure in a flattened form before being bent into shape forfabrication into the plow structure.

FIG. 7 is a front view of the plow structure of FIG. 5.

FIG. 8 is a right side view of the plow structure of FIG. 5.

FIG. 9 is a partially cut away view of the right side of the profilingstructure adjacent a supporting pillar, which is a mirror image of theleft side view.

FIG. 10 is a detailed plan view of the side pillar and the bearingstructure of the profiling structure that moves thereon.

FIG. 11 is a partially cut-away detailed side view of the bearingstructure of the profiling structure and the I-beam side pillar.

FIG. 12 is a photograph of an alternate embodiment of a plow structure.

FIG. 13 is a photograph of an alternate embodiment of a plow structurebeing used in a system combined with a compaction operation.

FIG. 14 is a side view showing a combination of the profiling structurewith a compaction system.

FIG. 15 is a perspective view of the compaction system of FIG. 14,showing also the three grooming stations with the exterior supportsuperstructure shown in phantom.

FIG. 16 contains a perspective view of each of the three stations of thecompaction system of FIGS. 14 and 15.

DETAILED DESCRIPTION

Referring to FIG. 1, a forward looking view is shown of a railway car 3that is supported on wheels 5 that roll accordingly to the commonrailway technology along a pair of rails 7. The railway car is a gondolacar, meaning that it has an open top generally indicated at 9 into whichparticulate matter, particularly coal, is loaded. The gondola car has anupper rail at 11 on each side of the car 3 and at each end of the car aswell, defining a rectangular open top into which the coal or othermaterial is loaded.

The railway car 3 is loaded with particulate matter in the usual hopperor other loading methods, and then passes through the profilingapparatus generally indicated at 15. The apparatus 15 comprises a pairof laterally spaced I-beam pillars 17 on either side of the rails 7fixed in the ground. The pillars 17 are spaced wide enough to allow themaximum permissible size contour 19 of a railway train to pass betweenthem without contact.

Supported on the pillars is an inverted U-shaped frame 21, whichcomprises a pair of laterally-spaced vertical members 23 and a crossmember 25. Corner gusset structures 27 are connected between the sidebeams and cross beams to reinforce the structure. The side members 23are supported for sliding reciprocating vertical movement up and down onthe pillars 17 by a pair of bearing structures 28 and 29 on each member23.

Cross member 25 is welded to and moves with the side members 23. Crossmember 25 supports extending downwardly therefrom a profiling structurehaving a plow structure 31. The frame 21 and the supported plowstructure 31 are moved up and down sliding with bearings 28 and 29 alongpillars 17.

The entire frame 21 is supported by a counterweight pulley system 30 ofcables and pulleys attached thereto that draw the frame 21 upward sothat the default position of the plow 31 is elevated as seen in FIG. 1,with plow structure 31 above the top of the permissible railroad trainouter silhouette 19, so that no contact is possible between thelocomotive, other cars or any other part of the railroad train and theplow structure 31 when it is so elevated. The counterweight and pulleystructure 30 lifts the plow 31 to this point unless it is drawn downwardby a controlled countervailing cable or pulley system (not shown), or byhydraulics that lift the counterweights or draw down on the frame 21, sothat the plow structure 31 meets the top of the railway car 3. Thecontrol of this vertical movement of the frame and plow structure 31 ispreferably by a computer system that receives data signals produced byelectric eyes or other sensing devices that can determine the height andpresence of railway cars, or can identify the cars and their dimensionsby accessing data indexed by identification data carried on the railcaritself, as by an RFID tag, to ensure that clearance is always providedas the railway cars 3 pass through the overall apparatus 15, and so thatthe computer system can determine when to lower the profiling apparatusto groom the material in the car 3.

When lowered to the surface of the railway car 3, the plow structure 31moves to the position shown in FIG. 2. When lowered to this position,the plow structure 31 engages the top of the accumulated particulatematerial or coal 33 and also reaches the top of the side rails 11 of thecar 3. When in this position, the plow provides for profiling by theshape of the lower edge of the plow which has a pair of rubber, or otherdurable elastomeric material, contact aprons 35 on each side of the plowstructure 31, extending generally horizontally, that engage top rail 11and aid in preventing material from falling out of the gondola car whileprofiling is taking place. The plow structure 31 has a center peak inset35A, which has a roughly trapezoidal shape with a horizontal upper edge36 and downwardly sloping edges 38, which are at an angle of about 26degrees from horizontal. The plow structure 31 is stationary while thecar 3 moves forward, pressing the material 33 in the car 3 against theplow structure 31. The material may be in an irregular original humpdistribution shown by phantom line 37, but as it reaches the plowstructure, it can only pass it by clearing under the inset 35A, and thematerial 33 is pushed rearward in the car until it can settle into alocation in the car 3 where it is within the inset profile 35A. As aresult, the plow structure 31 profiles the material 33 to reduce it fromthe humped outline 37 to a profile that matches the inside contour 35Aof the plow structure 31.

This is accomplished by lowering the plow to the position of FIG. 2while the car 3 is moving. The plow structure is essentially a passivestructure, and the material in the car is moved by the movement of thecar, resulting in the material 33 being profiled as described.

Referring to FIG. 3, the plow structure 31 is supported under cross beam25 (which is transparent in FIG. 3 so as to clearly show the parts ofthe plow structure 31). The plow structure 31 comprises a front plowface member 39 with a number of angulated facets. In addition, the plowstructure 31 has a rear wall plate 41, and welded to and extendingbetween the rear wall plate 41 and the plow face 39 are a plurality ofsupport walls 43, 44, 45, 46, 47, 48, 49, 50 and 51, all extendinglengthwise relative to the railroad car movement in vertical parallelorientation. The farthest outward portion of the plow face 39 and therear wall 41 are connected by side walls 53 at each lateral end of theplow structure. The walls are all welded together to form a unitarystructure with a series of boxlike compartment reinforcement structures.

Referring to FIG. 4, the plow structure 31 is supported on frame sidemembers 23 which are bolted to a pair of upper and lower bearingchannels 28 and 29, which slide up and down along pillar 17, shown inphantom. The bearings 28 and 29 are configured to slide up and down onthe laterally inward flange, i.e. the bottom flange of the I-beam ofpillar 17, as will be shown further herein. The pillar 17 extends upwardto preferably an I-beam cross structure welded to it above the operatingarea of the overall frame 21 and plow structure 31, and the upper endsof the pillars are rigidly spaced apart and supported by cross beam 55.

Referring to FIG. 5, the rear wall 41 is weld-connected to forwardlyextending walls 43-51 and side walls 53 to support any loads applied tothe plow face member 39. This member 39 is of one single piece but it isbent so that it has facets angulated with respect to the direction oftransit of the car. At the forward end, a fairly short, approximately3-inch long wall portion or facet 61, extends in the forward direction.Rearward of front wall portion 61 is angulated wall portion or facet 63angulated at an angle a of thirty degrees relative to the longitudinaldirection of the device. This is connected with a further rearward facetor angle wall portion 65 angulated at approximately forty-five degreesto the longitudinal direction, and then the angled wall portions 65 areconnected to the transverse rear wall portion of the plow face 39indicated at 67, which wall extends at ninety degrees to the directionof travel, i.e. transverse to the longitudinal direction of travel ofthe railroad cars.

The facets 61, 63, 65 and 67 are at differing angles relative to thedirection of movement of the railroad car when the plow is in place, butthey are all vertical when the profiling structure is in use. The facetsare all also planar. As a consequence, the facets are dissimilar to aplow in which the blade is tilted upward for scooping up material. Theplow structure 31 of the present invention is intended to profile andshape the material in the car, not to lift it.

Additional reinforcement of the plow structure is possible by welding atop plate gusset to the top edges of wall portions 65 and 67, andpossibly 61 and 63, so as to bear loads that tend to widen the curvatureof the plow structure.

The angulation of these facets creates a sort of capturing or gatheringstructure that, as the railroad car moves under the plow structure,causes the loose material 33 to be pushed inward laterally of the car,so that as the car rolls under the plow structure 31, the material ispushed rearward in the car or allowed to pass underneath the plow toobtain the profile of the upward recess 37 in plow structure 31. Theexcess material does not generally fall off the sides of the car, as thestructures 63 and 61 of the plow face 39 are configured to be atapproximately the lateral side limit of the rails 11 of the standardwidth or a gondola car. Material 33 that does not pass through theprofile 35A is pushed back along the car 3, to the rear end of the carwhere there is usually excess space, and any loose material can fall andpass underneath the plow structure. The plow structure is preferablyautomatically raised when the car end wall passes below it, as detectedby the computerized control system. The aprons 35 lift off the rails 11until the car leaves, and then the advent of the next railway car isdetected by the computerized control system, preferably by a sightingdevice, and then the structure 31 is lowered again so that the aprons 35touch the side rails 11 of the next car.

As best seen in FIG. 6, the structure of the plow front face 39 ispreferably a single piece of material which is bent into the operationalshape of the front face 39. The lower edge of this structure thatcreates the recess 35A is predetermined to create the desired profileshape of the particulate material 33 and the gondola 3. The lower edgeof the plow face member 39 is provided with a plurality of apertures infacets 61, 63 and 65 by which the aprons 35 may be bolted to its loweredge.

Referring to FIG. 7, a front elevational view of the plow structure isshown. The positions of the relative facets 61 through 67 of the forwardplate face 39 are shown. Also, as may be seen, the various walls 43 to51 and side walls 53 all extend vertically from the top edge of the plowface plate 39 to its lower edge, either adjacent the aprons 35 or in theprofile indentation area 35A.

Referring to FIG. 8, the side wall is provided with a number ofconnector structures to support the plow structure 31. Specifically, theside wall is provided with an aperture indicated at 69 and a lug 71.Both provide for an opening for attachment to the cross beam 25. Theside wall is also provided with a rolling engagement system by it havinga pair of wheel mounting openings 73 to which are connected a pair ofwheels 75 on each side of the plow structure 31. These wheels 75 haverubber tires and they roll along the top rail 11 of the gondola car 3 asthe car moves under the plow structure 31, supporting the plow structurerollingly on the side rails 11, and preventing any metal-to-metalcontact between the plow structure and the railway car.

Referring to FIG. 9, the connection of the plow support 31 to the crossbeam 25 of frame 21 is shown supported as it is adjacent the sidepillars 17 which extends up to a top cross member 55, the plow structure31 here being shown in the completely raised position.

The cross member 25 is an I-beam having a top flange, a vertical web 81and a lower flange 83 extending generally horizontally. To the undersurface of the lower flange 83 a downwardly extending generallytriangular lug 85 extends reinforced by a gusset 87 which is oftriangular shape between the lower flange and the lug 85. The lower endof the lug 85 has an opening through which a bolt 89 is inserted. Thebolt extends also through aperture 69 in the side wall 53, and there isan equivalent identical mirror image lug 85 on the opposite side boltedto an identical aperture 69 in the opposing plate 53, which is a mirrorimage of the side wall 53 shown in FIG. 9. The plow structure 31 istherefore supported for pivotal movement at this point. Preserving theplow structure 31 in the horizontal position shown is a lug 91 attachedto the web 83 of the cross member 25. This lug 91 is connected by acable or a rod connection 93 to lug 71 at the top end of the side wall53, with these two parts aligned longitudinally, so that the plowstructure 31 is held in the position shown.

As can be seen in FIG. 9 also, the wheels 75 are supported forfreewheeling rotation on respective bolts to side wall 53 and can rollalong the upper surface of the side rails 11 of the railway car 3. Thewheels extend just slightly below the bottom edge of the plow structureso that there is less likelihood of direct metal to metal contact in thesystem. To the extent that the plow structure rests its weight on theside rails 11, the wheels 75 can support the weight applied.

Referring to FIG. 10, the bearing structure is shown in a plan view.Bearing system 28 is bolted to a rear flange 95 of the I-beam of theside member 23. The bearing structure 28 is identical to the bearingstructure 29, which is also bolted to the side member 23, which is belowit but not visible in FIG. 10. The bearing structure 28, 29 comprises achannel shaped member 97 having longitudinally spaced parallel walls 98through which a plurality (six in the preferred embodiment) rollers 99are bolted. These rollers 99 are arranged as three pairs and opposingmembers roll on opposing sides of vertical inward flange 101 of theI-beam pillar 17. There is very little play in this system and the onlyreal movement which is possible for the bearings 28, 29 is upward anddownward, which is facilitated by the low friction of the rollingmechanism of the various rollers 99 on the flat surface of the flange101.

FIG. 11 further illustrates the bearing structure in a detailed sideview, wherein the side pillar 17 is shown in phantom and the three pairsof rollers 99 found in each of the bearing structures 28 and 29 can beseen. The bolts that secure the rollers 99 on the forward side of thebearing structures 28 and 29 also bolt the bearing structure to theflange 100 of I-beam side member 23.

The profiling system disclosed may be used alone to shape the surface ofthe particulate material, e.g., the coal, in a railway car. The planartop and sloping planar sides of the trapezoidal contour is desirablesimply from an aerodynamic standpoint and it reduces to a degree some ofthe particulate dust that can be blown away from the car. However, theprofiling system can also be advantageously combined with a compactingsystem, preferably the compacting system shown in FIGS. 16 to 22 ofWO/2010/077348 and described in the associated description in thespecification thereof. The profiling enhances the compaction process.

FIG. 12 shows another embodiment of the plow structure of the invention.In this embodiment, the plow structure is welded directly to a rigidcross beam without the pivotal connection of the first embodiment. Thefront of the plow structure, the plow face 39, remains the same, but itis additionally bolstered by diagonally extending bottom plates 103welded to the internal walls, which additionally rigidifies thestructure. The cross beam is supported for reciprocating verticalmovement on side pillars, controlled by a counterweight pulley structuresimilar to the system used for the first embodiment.

Referring to FIG. 13, the embodiment of FIG. 12 is part of a systemwherein the support structure in the form of a side pillar 17 are mergedwith the support structure for the multiple plate vibrating compactionsystem 103 similar to that shown in WO/2010/077348. The profiling plowstructure shown, or the profiling plow structure of the previousembodiment, may be combined with the vibrating compacting system byplacing it in front of the first of the compaction plates that contactsthe material in the railcar. The structure that supports the vibratingplates may be integrated with, linked to, or completely separate from,the side pillars that support the sliding upward and downward movementof the profiling plow structure.

Referring to FIG. 14, in a combined operation with a vibratory platecompaction system, support pillars 17 are located on either side of therailcar 3, which proceeds in direction A. The profiling structure 15 isthe same as the first embodiment herein, and the same reference numbersare used. Behind the profiling station 15, the three compactor systemgenerally indicated at 111 is supported on a structure as disclosed inWO/2010/077348, and it works in similarly, with similar operationalparameters.

Referring to FIG. 14, a compaction system 111 is shown. This systemoperates with a computerized system preferably where the approachingrailroad cars are scanned with an RPID reader and the data from thisreader is transmitted to a computer system that controls the movement ofthe hydraulics in the compaction system 111.

The compaction system 111 is supported on a tower structure (shown inFIG. 13) on each side of the rails on which the open top gondola carsare moving after they are loaded with particulate lading, most commonlycoal. The tower structure supports at its upper end a frame 117, whichis a horizontally disposed frame supported for upward and downwardmovement by operation of two hydraulic cylinders 119. Frame 117 isadditionally reinforced by arched support superstructure 121, which issecured above it fixedly so that support structure 121 and 117 form aunitary structure that can bear the loads created by the compaction andthe interaction of the compaction system 111 with the railway cars thatit operates on.

Hydraulic cylinders 119 are configured to elevate the structure 117 and121, together with the three compactor or groomer stations, generallyindicated at, depending from the structure 117 and 121, responsive tothe computer control. The default position of the frame 117 in asituation where there is no pressure in the hydraulic fluid is raisedwith full clearance for a locomotive or a gondola car or any otherrailroad car to pass thereunder. Hydraulic fluid is supplied undercomputer control to the cylinders 119 as appropriate to cause the frame117 to descend to an operating distance above the gondola car. Thecomputer system times the elevation so that a gondola car 3 wall, or alocomotive (not shown) or other railway car may pass underneath thecompacting stations freely in this raised condition. Once the front wallof the railway car is clear, the computer activates the hydraulics 119,which force the structure 117 and 121 and the groomer stations 123downward so that the stations 123 can engage with and compact the coalin the gondola car 3 when appropriate. The computer similarly elevatesthe frame 117 and the stations 123 to clear the back wall of the gondola5 as it passes under the tower 113.

Frame 117 is supported on hydraulic cylinders 119 for reciprocalvertical movement. The hydraulic cylinders 119 are controlled by thecomputer system to avoid contact between the groomer stations 123 andthe coal except when grooming is appropriate. The frame itself isconstructed of an outer rail 125 of roughly square construction and twolateral cross beams 127 and 129 which define therebetween three spacesin the frame 117 through each of which a respective one of the groomingstations extends.

Hydraulic lines 131 of stainless steel hydraulic tubing run to thecylinders 119 from a stationary hydraulic manifold 161. The hydraulicmanifold 161 has a number of outlets that are independently operated bythe computer system to allow or interrupt—hydraulic fluid flowingthrough the lines 131 to the respective cylinders 119 to selectivelyelevate or lower the overall frame 117. Other outlets of the manifold161 are connected by lines of flexible material to the individualhydraulic cylinder structures 133, 135, and 137 of compaction stations139, 141 and 143 to selectively elevate or lower them for compacting thecoal. The manifold 161 is connected to and controlled by the computersystem that controls operation of the grooming/compactor system, and canselectively control the vertical movement of frame 117, and each of theindividual cylinders 133, 135 and 137 to move independently of eachother as the computer system directs. When actuated by the computer, themanifold directs hydraulic fluid to the selected cylinder or cylinders,and they apply downward force to the frame or grooming station so as tomove it downward to groom and compact the coal or particulate materialin the gondola car.

The hydraulic cylinders are preferably off-the-shelf productsmanufactured by the company Lehigh Fluid Power, Inc., of Lambertville,N.J. The two hydraulic cylinders 119 for elevating the frame arepreferably each a 6-inch bore, 60-inch stroke hydraulic cylinder. Thehydraulic cylinders controlling the independent movement of each of thegrooming stations 133, 135 and 137 are preferably each a hydrauliccylinder with a 6-inch bore and a 12-inch stroke.

Referring to FIG. 15, the support structure 121 (shown in phantom) issecured operatively to an upper end of each of the hydraulic cylinderstructures 133, 135, and 137. These hydraulic cylinder structures eachinclude a respective rigidly mounted beam that extends downward from thesuperstructure and pivotally connects with the respective hydrauliccylinder, each of which is pivotally connected at its lower end to arespective one of grooming station I generally indicated at 139,grooming station II generally indicated at 141, and grooming station IIIgenerally indicated at 143. Each of these grooming stations isassociated with a respective hydraulic cylinder 133, 135 or 137 and isindependently movable responsive to pressurization thereof.

The first grooming or compaction station 139 is supported longitudinallybetween the first crossbeam 127 and rear beam 147 of the frame 117. Thegrooming station 139 is supported and secured to the rear beam 147 by avibration-isolating connection structure 149, which is similar to avibration isolating engine mount. Connection structure 149 is secured tobeam 147 with bolts extending through elastomeric cushioning pads ordonuts generally indicated at 151. This pair of laterally-spacedelastomeric pads prevents transmission of vibrations from the groomingstation 139 to the cross rail 147. Similarly, the second groomingstation 141 is located between cross beams 127 and 129 of frame 117, andis secured by a vibration isolating mounting structure 153 secured tocrossbeam 127, similarly to the vibration isolating system 149. Theconnection and support structure 153 includes bolts which secure thestation to the crossbeam 127 through a pair of elastomeric pads ordonuts 155 between the mounting structure 153 and the crossbeam 127 thatprevent the passage of vibrations therebetween. Finally, the thirdstation 143 is located longitudinally between crossbeam 129 and therearmost crossbeam 159 of the frame 117. Third grooming station 143 issupported on a vibration isolating connection structure 157 secured tocrossbeam 129, which also includes two elastomeric vibration isolatingpads 158 as in the other two connection structures 151 and 155.

In operation, the profiling plow structure is lowered to roll on siderails 11 of car 3, and the compaction system 111 is lowered to a levelfor contacting the material in the car. The material encounters firstthe profiling plow structure 15, and it first profiles the particulatematerial 33 as described previously. The profiled material then iscarried in the rail car 3 to the first of the vibrating plates, and theprofiled pile of material is compacted sequentially by each of the threeplates of the compaction system 111. The result is a profiled, compactedload of material in the car 3 that is less likely to lose material topassage of air over the car as it is moved.

FIG. 14 shows the pillars 17 fairly close to the compaction station.Alternatively, the plow structure may be more remote from the vibratingstructure, if this is preferable. Also, the two systems may becontrolled by the same electronic or computer-based system, or twoindependent computer systems may control respectively the profilingsystem and its elevation or lowering, and the compacting system and itsoperation.

Referring again to FIG. 14, the gondola cars 5, one of which is shown,are loaded with coal or other lading, and proceed through compactionsystem 111 in travel direction A. In the schematic of FIG. 14, thestructure of the compaction system is shown in an elevated condition.The relative operating heights of the three different stations 139, 141,143 are visible in this schematic. Station I (139) has the highestrelative position, and it contacts the coal or particulate matter in thegondola first, in its least compacted state.

Station II is somewhat lower, and the hydraulic cylinder structure 135that activates this station 141 includes a downwardly extendingextension beam 163 affixed to the reinforcement frame 121, causing theextension stroke of the cylinder of structure 135 to press the groomingstation II (141) to a lower distance. The vibration isolation connection153 also includes extension beams extending downwardly from the level offrame 117, to provide Station II at a lower height.

Station III has an even longer extension support 165 that is fixedlysecured to the reinforcement structure 121 and extends fixedly downwardtherefrom to provide a lower height from which hydraulic cylinder 137presses Station III downward. Connection structure 157 also hasextension beams projecting downwardly from the frame to provide thelower operating height of Station III.

Referring to FIGS. 14 and 16, Station I comprises hydraulic cylinderstructure 133 secured on downward extending bracket support beam 160 onsupport structure 121. The upper end of the hydraulic cylinder 133 ispivotally secured to support beam 160 and the lower end is pivotallysecured to a housing 167. Housing 167 includes two longitudinally spacedvertical walls 169 and 171 extending downwardly from rigidified uppersecurement structure 173, which comprises a horizontal wall extendingbetween the walls 169 and 171 to form a box- or channel-shapedstructure, with reinforcing gussets affixed inside strengthen thestructure. In addition, structure 173 has a reinforcement structureaffixed to its upper surface, with vertical flanges pivotally connectedwith cylinder 133.

A hydraulic vibrator 174 is supported between two flanges fixed to andprojecting upwardly from compaction plate 181. These flanges are securedby a vibration-isolating connection to walls 169 and 171 through twopairs of pneumatic vibration isolators 175 and 177. The flanges link thehydraulic vibrator 174 to the contour surface structure 179 at theirlower ends, affixed to the contouring surface structure 179. Thevibrator 174 is driven by pressurized hydraulic fluid and impartsvibration to the compaction surfaces, as will be discussed furtherbelow.

Contouring surface compacting structure 179 includes a first plateportion 181, generally horizontal in FIG. 14, which is connected with anupwardly sloping plate portion 183, which extends forward and slopinglyupward from the forward edge of plate 181. The forward end of plate 183is secured by a pivotal connection 185 which allows rotation about atransverse horizontal axis of rotation of the apparatus. The pivotalconnection 185 joins the compacting grooming surface structure 179 tothe connection structure 149 that connects through pneumatic vibrationisolators 151 to the forward beam 125 of frame 117. The pivot 185 allowssurface compacting structure 179 to rotate about the axis of rotation asthe hydraulic cylinder 133 extends or contracts, lowering or elevatingthe hydraulic vibrating compactor 174 and the associated compactingportions of Station I.

Stations II and III are similarly configured for up and down movement,each having a respective hydraulic vibrating compactor 174 that issupported between front and back walls 169 and 171 by a pneumaticvibrating isolator system similar to that shown in FIG. 16. This generalstructure is visible in FIG. 14, where vibrating component 187 ofStation II and vibrating component 189 of Station III are shown fixedlysecured to their respective grooming surface structures 191 and 193.

As best shown in FIG. 14, Station I comprises grooming structure 179which is pivotally secured about rotational connection 185 to thevibration isolating connection 149 with its two pneumatic vibrationisolators 151, which prevent vibrations created by the pneumaticvibrator 174 from reaching into the overall compaction system 111. Thegrooming surface structure 179 comprises a first plate 181 joined withan upwardly sloping initial engagement plate 183 that is angled upwardlyat approximately a 30 degree angle relative to horizontal and extendsforward from the front edge of plate 181. Together, sloping plate 183and horizontal plate 181 make up a laterally center part of the StationI, and this provides planar compacting at the top of the pile ofparticulate material or coal in the gondola car.

The grooming surface structure 179 also includes obliquely extendingside plates 195 formed integrally with and extending obliquelydownwardly and laterally from the lateral sides of plate 183, at anangle of about 45 degrees to the plate 183. The width of the structurefrom lateral extremities of plates 195 is slightly less than theinterior width of the lading space in the gondola. Obliquely extendingplates 197 are formed integrally with and extend obliquely downwardlyfrom the lateral sides of horizontal plate 181, angulated at about 45degrees to the plate 181. The lower ends of these plates 197 are nearthe width of the interior space of the gondola car, and each plate 197each equipped with a hard rubber flap 199, which allows the groomingsurface structure 179 to contact the upper chord of the side rails ofthe gondola car without a metal to metal contact which might be damagingto either the grooming structure or the railroad car, and also topartially enclose the coal pile in the car 3 to prevent pieces of coalfrom falling out of the car during compaction. Plates 195 and 197 arerigidified by ribs extending upward from their upper surfaces.

The forces imparted to the coal for compaction are similar to the forcesapplied to the coal in the first embodiment. The vibrator device 174 maybe the eccentrically-loaded hydraulic motor described in regard to theroller embodiment. The vibrator compactor 174 provides a vibration thatis preferably approximately 40 Hz, or 2400 vibrations per minute,although other vibration speeds may be used efficaciously.

The vibrator 174 is isolated by virtue of four pneumatic vibrationisolators 175 and 177, which are in pairs, one pair in front between thevibrator and the wall 169 and the other pair between the vibrator 174and the rear wall 171, so that vibration is transmitted substantiallysolely through front and back flanges fixed to and projecting upwardfrom plate 181 of the grooming surfaces structure 179. To the extentthat the vibration is transmitted into the pivot support 185, thisvibration is also isolated in the pivoting grooming surface 179 by thepneumatic isolators 151 between the connector 149 and the frame 125.

The downward force applied to the top wall and support structure 173 byhydraulic cylinder 133 and the overall weight of the system isapproximately 3,000 lbs. of continuous downward force, and, whencombined with the vibration, results in a periodic vibrating force, witha maximum impulse force of about 24,000 lbs., i.e., a maximum totalforce 27,000 combined. These force levels may be adjusted as appropriateto the given application. The pressure on the coal from the compactorstations is in the range of 2 to 50 pounds per square inch (psi), andpreferably in range of 7 to 19 pounds per square inch, and mostpreferably about 8 psi. Maximum psi should not exceed 50 psi. Similarvibration and force and pressure are applied to the coal at each of theStations I, II and III.

Station I starts the compacting process of the crown of the material inthe gondola car. As the gondola car 3 rolls forward, the first contactis with the loaded particulate at plate 183, which engages the coal witha downward facing engagement surface on its lower side, and that of theside wings 195, and starts to wedgingly press it down, sliding over thecoal, until it reaches the contiguous surface under plate 181, and underits side wings 197, where it is compacted to a final height, and firstStation I passes rearward of the car 3 to the coal further back. Thisinitial compacting is applied immediately as the gondola car's frontwall 201 passes underneath the first grooming Station I. The vibrationand downward force compress the particulate material to the level of thetrailing edge of plate 181, which is approximately 10 inches above thetop side chord 203 of the railroad car 3. The sloping lateral plates 195and 197 also create a groomed compacted crown on the coal, and therubber flaps 199 prevent the coal or particulate matter from falling outof the railroad car. Plate 181 preferably is close to horizontal duringthis compaction, but may also be at an angle due to pivot 185 and theheight of the coal.

Referring again to FIG. 16, Station II comprises a vibrator 174 in ahousing that is essentially the same structure as the vibrator housingof Station I. The housing comprises a top wall and reinforcementstructure 173 that is engaged pivotally with hydraulic cylinder 135 atits lower end, and forms a generally channel-shaped gusseted structurewith a forward wall 169 and a rearward wall 171 that support thevibrator 174 therebetween between vertical flanges projecting upwardfrom the top of the compacting surface structure, which are bolted invibration isolation connection to walls 169 and 171 through another twopairs of pneumatic vibration isolators 177 and 175, thus isolating thevibrator 174 and the vibrating compaction surfaces from the hydraulicsand the outside housing.

The vibrator 174 of Station II is fixedly secured to the groomingsurface structure 205, which has a downward facing angulated set ofsurfaces to engage and compact the coal as it slides over it. Structure207 includes a planar middle plate 207 and a diagonally extendingupwardly angled surface plate 209, which extends up integrally from thefront edge of plate 207 to the pivotal connection 211 that secures thegrooming surface structure to extension beams connected to the vibrationisolation connection 153. The connection structure 153 is secured tocrossbeam 127 of frame 117 via a pair of pneumatic vibration isolators213, so that vibration of the grooming surface structure 205 is nottransmitted to the frame 117.

Grooming surface structure 205 also includes two downwardly angulatedand laterally extending grooming surface side plates 215 which each endin a respective rubber flap 217 to allow for a close contact with theupper chord 203 of the gondola car 3 to prevent the loss of particulatematter as the compacting proceeds, and also to allow contact between therubber flaps 217 and the top chord without damage. In addition, StationII has two downwardly obliquely extending plates 219 each projectingdownwardly and outwardly from a lateral outward edge from the horizontalplate 207. Plates 219 have secured to their outward lower extremities orends trenchers. These trenchers 221 scrape together the particulatematerial underneath these surfaces 219, so as to move it slightlylaterally inboard and to create a space on either side of the crown ofthe coal material that allows for one or two inches or more of space oneither side between the top of the coal pile after passage throughstation 2 and the inside of the side wall of railway car 3. Generally,the metallic surfaces of all stations are narrower than lateral width ofthe inside of the gondola car, while the rubber flaps are configured toat least partially overly the top chords of the side walls of thegondola.

The diagonal upward slope of the coal engaging surface of the undersideof plate 209 of Station II is approximately 30 degrees, and it slidesover the compacted coal crown produced by station I, compacting it topass under the contiguous undersurface of plate 207, which is preferablynear horizontal during operation. A similar sliding compaction occurswith side wings 215 and 219. The coal is reduced to a second compactionheight defined by the trailing edge of the undersurface of plate 207.The forces and the vibration applied at Station II are the same as forStation I. The compression of the material after Station II passes overthe coal is preferably down to approximately five inches above the toprail of the gondola car 3.

The downward angle of the side plates 195 and 197 of Station I relativeto center plate 181 is approximately 45 degrees due to the likely highhumping of the coal or particulate matter in the gondola car after it isloaded, but before any compacting. In contrast, in Station II, thedownward angle of the lateral wing plates 215 and 219 may be as littleas ten degrees relative to the associated plates 209 and 207 due to theincreased compaction of the coal at this stage and the reduction of theheight of the crown of the material in the gondola car 3.

Station III is the final compacting and grooming station of thecompaction system. The grooming system of Station III includes anidentical vibrator structure 174 supported in a substantially identicalhousing i.e. front and rear walls 169 and 171 and two pairs of vibrationisolators 175 and 177 suspending a pair of flanges affixed to thecompaction plates with the vibrator 174 therebetween. The groomingsurfaces 223 of station 3 are comprised generally of a first slopingplate 225 and a generally horizontal plate 227 located directly belowthe vibrator 174 and fixed thereto. The structure is pivotable aboutpivotal connection 229 which connects to the lower end of support beams231 which extend downwardly from vibration isolating connectionstructure 157 which has a pair of pneumatic vibration isolator pads 233secured to crossbeam 129 at frame 117 and isolating therefrom thevibrations of vibrator 174.

In addition, Station III includes two generally horizontal and slightlydownwardly extending plates 235 on either lateral side of oblique plate225 and a final finishing surface formed by slightly downwardlyextending plates 237 on either side of generally horizontal plate 227.These plates 237 each end in a respective rubber flap 239 that ridesalong the top chord of the railway car 3. At this stage of compaction,the forces and vibrations speeds being the same as the first and secondstations, the coal is now compressed down to a height which is nearlyflush with the top chord of the railway car 3, with at most a slighthump in the middle of the car, reflected in the slight angulation of thelateral plates 237. The forces and the vibration applied at Station IIIare the same as for Station I and Station II. The rubber flaps 239partially enclose the car and prevent loose coal that did not become thecompressed coal from falling out during this final grooming process,which leaves a slightly humped but tightly compressed load ofparticulate matter in the gondola car.

The rubber flaps are made of hard rubber or other elastic material thatcan contact the chords of the top of the railway car 3 without damage.The remainder of the structures, i.e., all the plates of the surfaces ofgrooming surfaces 179 of grooming station 1 or 205 of station 2 and 223of station 3 are formed of preferably stainless steel, and arereinforced with ribbed flanges projecting upwardly therefrom to providerigidity to allow the compaction of the coal under them, with theattendant forces.

The system results in the guards and grooming tools which prevent coalfrom escaping the car or from being left on the top chords of thegondola car, or for intruding into the mechanical parts of theequipment, i.e. into the movable surfaces of the compaction system.

The operation of this compaction system is preferably fully automatedand computer controlled, and the movement of the frame 117 up and downwith the associated grooming stations is totally controlled by thecomputer with the necessary information that is derived from the RFIDscanner, as well as laser scanners that actually detect the approach anddimensions of the car apart from the tag data. This system allows forindependent use of the three stations so that the process can functionas efficiently as possible.

In operation, based on the dimensions of the car determined from, e.g.,the RFID tag data, the profiling structure, the frame and groomingStations I, II and III are elevated to a reasonable height to clear thefront wall as the gondola approaches. The front wall of the gondolapasses the profiling station, and the profiling structure and plowstructure are lowered so as to contact and profile the coal. The frontwall of the gondola then passes Station I, and Station I is then loweredby its hydraulic to contact the already profiled coal toward the frontof the car. As the front wall passes Station II, Station II is loweredto contact the coal that has been compacted already by Station I. As thewall passes Station III, Station III hydraulics lower Station III tofinish the compaction of the coal already compressed and groomed byStations I and II. Stations I, II and III are then elevated, preferablyeach individually, as the rear wall of the gondola reaches them. Theprocess is then repeated for the next railcar. Alternatively, the frame117 may be elevated to clear all Stations I, II and III over the rearwall instead of or in addition to the elevation by their individualhydraulics.

Use of the profiling system is also possible with fewer than all threecompacting units. It has been found that the system operates effectivelywhere the middle compacting unit 141 is removed.

In addition, referring to FIG. 14, after the profiling and compacting,it has been found advantageous to spray some sort of binding agent tofurther contain dust that may be on the outer surface of the coal orother particulate material in the gondola car. To that end, an armature251 or similar support structure is fixedly attached to the frame 121and extends forward from the front end thereof in front of the compactorsystems. The armature 251 supports a transversely extending tubularconduit 253 that is supplied with the liquid binding agent via a line255, and the binding agent is sprayed from a number, preferably eight,of laterally-spaced downwardly-directed nozzles 257. These nozzles arewell known in the art, and are V-jet type nozzles that project thebinding liquid generally uniformly in a conical spray pattern onto theupper surface of the compacted particulate material.

Many types of binding fluids may be used, preferably aqueous in nature.Possible liquids that may be employed include various complex sugarsolutions, guar gum or other gums, tree sap, latex, and virtually anyother liquid that is water based and sticky enough to promote or aidagglomeration of smaller dust or other particles in the gondola car.

The hydraulics and the location of the grooming stations accommodatecoal of varying heights and function at current loading speeds, whichmeans that it is also possible to run the cars continuously withoutstopping and provide a contoured, compacted upper surface to the coalwhich will reduce the loss of coal due to the movement of the car orpassage of air.

The embodiment described can use laser systems to detect the approachand possibly dimensions of the gondola cars as they come to thecompacting station. In the environment of a coal loading system, thereis a great likelihood of dust in the air, with a resulting limit onvisibility that may affect operation of a laser or light-based scanningand detection system. Accordingly, ultrasound detectors may be used inplace of the laser systems.

The vibration of the plates in the above embodiment is accomplishedusing hydraulic vibration systems. Electrical vibration systems may beemployed in place of the hydraulics systems described above.Electrically powered vibrators then take the place of the hydraulicvibrators, and cables carrying electrical power replace the conduitsthat carry the hydraulic fluid to the hydraulic vibrators. Also, aroller or combination of rollers may be used for compaction instead of aplate structure.

The computer systems that control the operation of the compacting systemwere above described as PC-based. Instead of a PC computer, thecompactor control system also may include or be based on a PLC(Programmable Logic Controller) that controls movement of the pallet andthe hydraulic cylinders that move the various profiling structures orplates of the embodiment so as to clear the locomotive or the walls ofthe gondola cars, and to drop down into the interior spaces of thegondola cars so as to compress the coal or particulate material. The PLCis an electrical hardware system configured for automated processcontrol, and it usually contains a microprocessor and some accessiblememory storing software loaded into it that causes it to appropriatelymanage the process, as well as a number of input or communications portsfor coordinating the process based on relevant inputs, such as thesignal produced on detection of the space between railcars by thescanner. The PLC is similar to a PC, but its internal programming isspecialized for motion control systems. The PLC has embedded softwarethat makes it easier to control motion in a system without theunderlying code that a PC system requires. The PLC system, or a combinedPLC/PC control system, has the capability both for dataprocessing/billing and also motion control of the compactor system,preferably in that the compaction process and the elevation of thecompacting apparatus to clear the railway cars and locomotive, etc., iscontrolled by the PLC, while a connected PC system is provided withprocess data, e.g., how many gondola cars have been compacted, forsystem management, billing where there is a per-car charge, and anyother maintenance or higher level operations.

The terms used herein should be viewed as terms of description ratherthan of limitation, as those who have skill in the art, with thespecification before them, will be able to make modifications andvariations thereto without departing from the spirit of the invention.

What is claimed is:
 1. A system for profiling particulate material in anopen top conveyance, the system comprising: a plow structure positionedto engage the particulate material and impart a profile to theparticulate material as the open top conveyance moves past the plowstructure; and a support structure supporting the plow structure duringengagement with the particulate material; wherein the plow structure issupported by the support structure in a position across the open topconveyance and is moveably supported by the support structure between anelevated position at which clearance for passage of the open topconveyance under the plow structure is provided and a lowered positionat which the plow structure engages the particulate material within theopen top conveyance.
 2. The system of claim 1, wherein the plowstructure includes a rearward facing wall having a concave shape facingtoward a rear end of the open top conveyance.
 3. The system of claim 2,wherein the rearward facing wall has a height in the vertical direction,wherein at least a portion of the rearward facing wall is shaped suchthat the height of the rearward facing wall decreases in a directiontoward the center of the open top conveyance across the width of theopen top conveyance.
 4. The system of claim 3, wherein the plowstructure includes a vertical center wall and a pair of lateraloutermost wall portions on either side of the center wall, wherein thepair of lateral outermost wall portions extend in a direction away fromthe center wall toward a rear of the open top conveyance.
 5. The systemof claim 4, wherein the open top conveyance includes a pair of lateralside rails defining the lateral sides of the open top conveyance,wherein the lateral outermost wall portions of the plow structure areparallel to the lateral side rails and are perpendicular to the centerwall.
 6. The system of claim 5, wherein each lateral outermost wallportion of the plow structure is coupled to a wheel that engages one ofthe lateral side rails of the open top conveyance as the open topconveyance moves past the plow structure.
 7. The system of claim 6,wherein the support structure includes a pair of pillars, one pillarlocated on each side of the open top conveyance, wherein the plowstructure moves up and down relative to the pillars.
 8. The system ofclaim 7, wherein the open top conveyance is one of a sequential train ofgondola cars moving on a pair of rails extending under the plowstructure, wherein one of the pillars is located on each side of therails.
 9. The system of claim 8, wherein the particulate materialcomprises coal.
 10. The system of claim 9, wherein the plow structureincludes a skirt of elastic material that engages the open topconveyance and blocks at least some of the particulate material fromfalling from the conveyance as the plow structure engages theparticulate material.
 11. The system of claim 1, wherein the plowstructure is moved between the elevated position and the loweredposition by a computerized control system that detects the open topconveyance as it moves toward the plow structure, that elevates the plowstructure to clear a front wall of the open top conveyance in responseto the detection, and then lowers the plow structure after the frontwall of the open top conveyance has moved past the plow structure sothat the plow structure engages the particulate material in the open topconveyance, and then elevates the plow structure to clear a rear wall ofthe open top conveyance as the rear wall approaches the plow structure.12. The system of claim 1, wherein the plow structure is biased on thesupport structure to elevate the plow structure above a predeterminedheight.
 13. The system of claim 1, further comprising a compactingmember positioned after the plow structure in a direction of travel ofthe open top conveyance, such that the compacting member engages anupper surface of the particulate material after the particulate materialhas been profiled by engagement with the plow structure, and thecompacting member applies a downward force to the particulate material.14. A system for shaping particulate material located in a moving opentop conveyance, the system comprising: a plow structure configured toengage the particulate material within the open top conveyance and tomove the particulate material within the open top conveyance as the opentop conveyance moves past the plow structure; and a support structureconfigured to support the plow structure relative to the open topconveyance such that the plow structure extends across a width of theopen top conveyance; wherein the plow structure is moveably supported bythe support structure such that the plow structure is moveable away fromthe open top conveyance to an elevated position at which the plowstructure does not engage the particulate material and a loweredposition at which the plow structure engages the particulate materialwithin the open top conveyance.
 15. The system of claim 14, wherein theplow structure includes a lower edge positioned to face the particulatematerial when an open top conveyance moves through the system, whereinthe lower edge has a concave shape relative to the particulate material.16. The system of claim 15, wherein the plow structure includes a centerwall portion and a pair of lateral outermost wall portions on eitherside of the center wall portion, wherein the center wall portion ispositioned to extend in a widthwise direction across at least a portionof the open top conveyance and the pair of lateral outermost wallportions extend away from the center wall in a direction from the centerwall portion toward a rear of the open top conveyance.
 17. The system ofclaim 16, wherein the open top conveyance includes a pair of lateralside rails defining the lateral sides of the open top conveyance,wherein the lateral outermost wall portions of the plow structure areparallel to the lateral side rails, wherein each lateral side of theplow structure engages the lateral side rails of the open top conveyanceas the open top conveyance moves past the plow structure.
 18. The systemof claim 14, further comprising a computerized control system configuredto control movement of the plow structure between the elevated positionand the lowered position, wherein the computerized control system isconfigured to detect the open top conveyance as it moves toward the plowstructure, to elevate the plow structure to a position above a frontwall of the open top conveyance in response to the detection of the opentop conveyance, to lower the plow structure to the lowered positionafter the front wall of the open top conveyance has moved past the plowstructure, and to elevate the plow structure to a position above a rearwall of the open top conveyance as the rear wall of the open topconveyance approaches the plow structure.
 19. A method of shapingparticulate material in a train comprising a series of open top railroadcars, the method comprising: elevating a profiling structure to aposition above a forward end wall of one of the railroad cars such thatthe railroad car is permitted to pass under the profiling structure;lowering the profiling structure toward the railroad car such that theprofiling structure engages the particulate material in the railroadcar; shaping the particulate material in the railroad car by engagementof the profiling structure with the particulate material as the railroadcar moves under the profiling structure; compacting the particulatematerial in the railroad car through application of a downward force tothe particulate material within the railroad car, following shaping bythe profiling structure; and following shaping, elevating the profilingstructure to a position above a rear end wall of the railroad car suchthat the rear end wall of the railroad car is permitted to pass underthe profiling structure.